Railcar brake arrangement

ABSTRACT

An articulated railcar has several well car units for carrying shipping containers, highways trailers, or a combination of the two. The well car units permit the nose of a long highway trailer to overhang the articulated connection between two adjacent cars. A brake valve is located in a relief formed in the main bolster of one of the articulated units, out of the way of the overhanging trailer. Each well car unit has a side beam having a roll formed top chord reinforced by a top chord plate, a downwardly extending web, and a lower sill formed of a thick angle. The service, or auxiliary, and emergency brake reservoirs are mounted in a saddle bag configuration to the outside face of the webs of the opposite side beams of the articulated unit, tucked underneath the reinforced roll formed top chord.

This application is a continuation of Ser. No. 09/122,579 filed Jul. 24,1998, now U.S. Pat. No. 6,148,965.

FIELD OF THE INVENTION

This invention relates to improvements in the structure of well cars,and in particular to the braking system of those cars.

BACKGROUND OF THE INVENTION

Railway well cars may be considered as upwardly opening U-shapedchannels of a chosen length, simply supported on a pair of railcartrucks. Although single unit well cars are still common, there has beena trend in recent years toward articulated, multi-unit railcars whichincrease the number of containers per unit length of train. Further,articulated cars are cheaper to build and maintain per container slot.

Contemporary well cars may carry a number of alternative loads made upof containers in International Standards Association (ISO) sizes ordomestic sizes, and of highway trailers. The ISO containers are 8′-0″wide, 8′-6″ wide, and come in a 20′-0″ length weighing up to 52,900lbs., or a 40′-0″ length weighing up to 67,200 lbs. Both stand-alone andarticulated well cars can be all-purpose trailer on flat car (“TOFC”) orcontainer on flat car (“COFC”) railcars. This means that they can carryboth containers and trailers or containers only. Domestic containers are8′-6″ wide and 9′-6″ high. Their standard lengths are 45′, 48′ and 53′.All domestic containers have a maximum weight of 67,200 lbs. Recently28′ long domestic containers have been introduced in North America. Theyare generally used for courier services which have lower ladingdensities. The 28′ containers have a maximum weight of 35,000 lbs.

Two common sizes of highway trailers are, first, the 28′ pup trailerweighing up to 40,000 lbs., and second, the 45′ to 53′ trailer weighingup to 60,000 lbs. for a two axle trailer or up to 90,000 lbs. for athree axle trailer. It is advantageous to provide well cars with TOFCand COFC hitches at both ends. This permits either a single 53′ threeaxle trailer or, or two back-to-back 28′ pup trailers to be loaded. Thewheels of a trailer can rest in the well, with the front of the traileroverhanging decking at one end or the other of well car unit. A secondtrailer may rest in the well facing in the opposite direction.Alternatively shipping containers, typically of 20 ft., 28 ft, or 40 ftlengths, may be placed in the well, with other shipping containersstacked on top. Further, well cars may carry mixed loads of containersand trailers.

When a long highway trailer rests in the well of one unit of a multipleunit articulated well car, the nose of the trailer is held in a king pinmount on the end structure of that same unit, and can overhang both thearticulated connection and part of the end structure of the adjacentwell car unit. Larger highway trailers usually imply larger loads. Adeep side beam can generally carry a greater load than a shallow beam.Deep side beams generally yield a relatively deep well. A higher loadcapacity also tends to require the use of a larger, 38 inch wheel truck,and a deeper end structure. The result is that the clearance from thetop of the end structure of each well car unit to the underside of thenose of the highway trailer may be relatively small. For example, in thewell car described herein, the design clearance is about 5.5 inchesabove the bolsters and running boards. The clearance above the shearplate is greater, approximately 13 inches plus a small amount. Theversatility of a well car is improved if the well is designed to receivehighway trailers of most common sizes. Similarly, the structure of thewell car unit is generally designed not to foul a design envelopedefined by the extent of the sizes of the overhanging noses of highwaytrailers whose wheels can be received in the well, whether in terms ofheight or width.

A standard AAR brake reservoir is a cylindrical steel tank approximately16 inches in diameter and 34 inches long. The reservoir has an internalcurved plate which divides the cylinder into two compartments. Onecompartment is an auxiliary compartment for containing compressed airused for service brake applications. The other compartment is anemergency compartment, also for containing compressed air, and is usedin emergency brake applications when more rapid braking is required.Both the brake valve and the brake reservoir are too large to fit withinthe 5.5 inch height restriction of the well car described herein,beneath the nose of the overhanging trailers.

A compressed air trainline is formed when the cars of the train arecoupled together. Compressed air from the locomotives is suppliedthrough the trainline to charge the various reservoirs. The normalcharge in the reservoirs is 90 p.s.i.g. When the locomotive engineerapplies the brakes under normal service conditions, pressure is bleddown from the train line, to 85, 80 or 75 p.s.i.g., for example. Thiscauses the brake valve in each successive car to bleed pressure from theauxiliary reservoir to the car's brake cylinder or cylinders to matchthe lowered pressure in the trainline. The air bled from each auxiliaryreservoir is bled to its respective brake cylinder, and causes thebrakes to be applied, either gently or more firmly depending on thepressure level selected by the locomotive engineer. In normal operationit takes a significant length of time for the signal of the pressuredrop in the train line to reach the last car in the train, and for thepressure to stabilize at the particular value selected by the trainlocomotive engineer.

The brake valve will only open the emergency reservoir when the pressuredrop in the trainline is large and rapid. It is desirable that anemergency signal travel down the trainline more quickly than in normaloperation. When emergency operation is selected to “dump” the trainline,the brake valve not only causes both the auxiliary and emergencyreservoirs to be opened to the brake cylinders, but also causes a valveto vent the trainline to ambient at that specific car, rather thanhaving to drain all the way back to the locomotive. The rapidity of theemergency brake response is then a function of the distance between thevalves that vent, or “dump”, the trainline to ambient. The AmericanAssociation of Railroads (AAR) standard S-401-92 requires that thelength of brake pipe between any two adjacent control valves not exceed175 feet, to give desired emergency brake performance. A more equalspacing of the brake valves leads to a more even time lapse betweensuccessive brake valve actualizations and hence a more uniform brakeapplication from one car to the next. The term “uniform” means thatthere is less time delay in the brake application from one car to thenext. This in turn results in less slack action in the train.

Traditionally, brake valves and brake reservoirs have been located ontop of the end structure of the articulated well car units. The need tomaintain clearance from the noses of the highway trailers, as notedabove, requires a different placement. One alternative is to locate thebrake valve in the space between the car units, above an articulationtruck. However, the space available tends to be limited by therequirement that the cars be able to follow a 180′ bend radius.

In light of the foregoing, there is a need for a multiple unitarticulated railcar that can satisfy the twin requirements that thebrake valves and brake reservoirs not interfere with overhanging highwaytrailers that can fit in the very restrictive space between adjacentintermediate units and that they not be separated by more than 175 feet.

The U-shaped section of the car is generally made up of a pair of spacedapart left and right hand side beams, and structure between the sidebeams to hold up whatever load is placed in the well, and to carry shearbetween the beams under lateral loading conditions.

In earlier types of well car the side beams tended to be made in theform of a single, large beam. While simple in concept, they were oftenwasteful, having a large weight of material in locations where stressmay have been low. It is advantageous to design a sill in the form of ahollow section, of relatively thin walls, and to provide localreinforcement where required. It is also advantageous that the hollowsection be formed at the mill as a hollow tube or roll-formed sectionwhere possible, rather than welded. This often yields a saving ineffort, may permit the use of a higher yield stress steel, and may alsoreduce the number of stress concentrations in the resulting structure.As the wall thickness decreases the prospect of buckling under buffloads increases, and measures to increase stiffness and hence toincrease the buckling load would be advantageous. It would also beadvantageous to provide protection for the sills to discourage damage tothe sills due to clumsy loading of trailers or containers.

In the past one method of dealing with areas of higher flange stressesin the side construction stress concentration was to use a member ofgreater weight. As the thickness of structural members is reduced itwould be advantageous to transfer loads from the railcar trucks to thebolsters, and thence to the side sills, more smoothly to discourage orreduce stress concentrations. One way to do this is to increase thedepth of section at the bolster, with a consequent increase in height ofthe end decking.

SUMMARY OF THE INVENTION

In an aspect of the invention there is a railcar unit for carrying atleast one highway trailer having a set of wheels at one end and akingpin at another end. The railcar unit comprises a body supported by apair of railcar trucks. The body has a well defined therein forreceiving the wheels of the highway trailer. A hitch is mounted to thebody to engage the kingpin of the highway trailer. A brake valve ismounted to the body. The brake valve is mounted lower than the hitchrelative to top of rail.

In an additional feature of that aspect of the invention, the railcarhas a service brake reservoir and an emergency brake reservoir; each ofthe service and the emergency brake reservoirs being connected to thebrake valve and being mounted lower than the hitch relative to top ofrail. In another additional feature, the body has decking adjacent thehitch. The decking is free of obstructions. In a further additionalfeature, at least one of the end structures has a walkway structure,adjacent to the hitch, upon which a person can walk. The walkwaystructure is mounted lower than the hitch but higher than the brakevalve relative to top of rail.

In another aspect of the invention there is a rail road well car unitfor carrying at least one highway trailer having a kingpin and a set ofwheels. The well car unit has a pair of end structures supported byrailcar trucks, and an intermediate structure connecting the endstructures. One of the end structures is an articulation end. Thearticulation end has a hitch for engaging the kingpin of the highwaytrailer. A well is defined between the end structures for receiving thewheels of the highway trailer. The well car unit also has a stub sillfor mounting an articulated connector, and a main bolster having armsextending laterally from the stub sill, at least one of the arms havinga relief formed therein to accommodate a brake valve. A brake valve ismounted to the well car unit at least partially within the relief. Thebrake valve is mounted lower than the hitch relative to top of rail.

In an additional feature of that aspect of the invention, the well carunit has a service brake reservoir and an emergency brake reservoir.Each of the service and the emergency brake reservoirs is connected tothe brake valve. In another additional feature, the service and theemergency brake reservoirs are mounted lower than the hitch relative totop of rail. In still another feature, the intermediate structureincludes a pair of side beams extending between the end structures. Eachof the beams has a top chord, a lower sill, and a web extending betweenthe top chord and the lower sill. Each of the webs has an outboard face.In a further feature, the service brake reservoir is mounted to theoutboard face of one of the webs and the emergency brake reservoir ismounted to the outboard face of the other of the webs. The top chord ofone of the beams at least partially overhangs the service brakereservoir, and the top chord of the other beam at least partiallyoverhangs the emergency reservoir.

In yet another feature of that aspect of the invention, the well carunit includes a walkway structure, adjacent to the hitch, upon which aperson can walk. The walkway structure is mounted to the articulationend at a height lower than the hitch relative to top of rail. In anadditional feature of that feature, the walkway structure is mountedhigher than the brake valve relative to top of rail.

In a further aspect of the invention, there is a well car unit of anarticulated railcar, the railcar unit having a length and being capableof carrying at least one highway trailer having a kingpin and a set ofwheels. The well car unit has a pair of end structures, at least one ofthe end structures being an articulation connection end for connectionto a truck, the articulation connection end having a hitch for engagingthe kingpin of the highway trailer. The well car unit also has anintermediate structure connecting the end structures, a well definedbetween the end structures, the well being capable of receiving thewheels of the highway trailer, and a brake cylinder for actuating abrake of the well car unit. A brake valve is connected to control thebrake cylinder, the brake valve being mounted to the well car unitwithin half the length of the well car unit from the articulationconnection end. A service brake reservoir is connected to the brakevalve. An emergency brake reservoir is also connected to the brakevalve. The service and emergency brake reservoirs are mounted to thewell car unit at a level lower than the hitch relative to top of rail.

In an additional feature of the invention, the intermediate structure ofthe well car unit includes a pair of side beams extending longitudinallybetween the pair of end structures to define sides of the well. Theservice reservoir is mounted to the one of the side beams, and theemergency reservoir is mounted to the other of the side beams. Inanother feature, each of the side beams has an outboard face, theservice reservoir is mounted to the outboard face of one of the sidebeams, and the emergency reservoir is mounted to the outboard face ofthe other of the side beams. In another additional feature, the brakevalve is mounted to the well car unit at a level lower than the hitchrelative to top of rail.

In still another aspect of the invention, there is an articulatedrailcar having first and second rail car units joined together at anarticulated connection, each of the railcar units having a respectivearticulation connection end and a length. The first railcar unit is awell car unit having a body having a pair of end structures having awell defined therebetween. The well is capable of receiving the wheelsof a highway trailer. At least one of the end structures has a hitch forengaging a kingpin of the highway trailer. At least one of the railcarunits has a brake cylinder connected to operate a brake of the railcar.At least one of the articulated railcar units has a brake valveconnected to control operation of the brake cylinder. The brake valve ismounted to the one articulated railcar unit less than half the length ofthe articulated railcar unit from the articulation connection end. Atleast one of the articulated railcar units has a service brake reservoirconnected to the brake valve. At least one of the articulated railcarunits has an emergency brake reservoir connected to the brake valve.Each of the brake valve, the service brake reservoir and the emergencybrake reservoir is mounted to the railcar in a position lower than thehitch relative to top of rail.

In an additional feature of that aspect of the invention, the brakevalve is a first brake valve. The articulated railcar has a thirdarticulated railcar unit. The second railcar unit is mounted between thefirst and the third railcar units. The articulated railcar has a secondbrake valve mounted thereto. In another feature, the first and thesecond brake valves are mounted no more than 175 feet apart. In afurther additional feature one of the articulated railcar units hasdecking adjacent the hitch, decking lying at a lower height than thehitch.

In a still further aspect of the invention, there is an articulatedrailcar having at least two railcar units joined together by anarticulation connector. Each of the railcar units has an articulationconnection end. At least one of the articulated railcar units is a wellcar unit having a pair of end structures, a pair of side beamsconnecting the end structures, the ends structures and the side beamsdefining a well therebetween. A service brake reservoir and an emergencybrake reservoir are separately mounted to the well car unit, and a brakevalve mounted to the well car unit between the railcar units.

In an additional feature of that aspect of the invention, one of thearticulation connection ends has a walkway structure mounted thereto.The brake valve is mounted lower than the walkway structure relative totop of rail. The emergency reservoir and the service reservoir are bothmounted lower than the walkway structure relative to top of rail. Theservice reservoir is mounted to the one of the side beams, and theemergency reservoir is mounted to the other of the side beams. Each ofthe side beams has an outboard face. The service reservoir is mounted tothe outboard face of one of the side beams, and the emergency reservoiris mounted to the outboard face of the other of the side beams.

In a further feature of that aspect of the invention, the aforementionedbrake valve is a first brake valve. The articulated railcar has first,second and third railcar units, the second railcar unit being mountedbetween the first and the third articulated railcar unit. The firstbrake valve is mounted between the first and the second articulatedunits. The articulated railcar has a second brake valve. The secondbrake valve is mounted to the third articulated railcar unit within 175feet of the first brake valve.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the present invention and to show moreclearly how it may be carried into effect, reference will now be made byway of example to the accompanying drawings, which show an apparatusaccording to the preferred embodiment of the present invention and inwhich:

FIG. 1a is a plan view of an articulated railcar having threearticulated well car units.

FIG. 1b is a side view of the articulated railcar of FIG. 1a.

FIG. 1c is an enlarged plan view of one end unit of the railcar of FIG.1a.

FIG. 1d is an enlarged side view of the end unit of FIG. 1c.

FIG. 2 shows a cross section of a side beam of the end unit of FIG. 1dtaken on ‘2—2’.

FIG. 3a shows a plan view of brake lines for the railcar of FIG. 1a atthe articulation end of the railcar unit, with railcar structure shownin dashed lines.

FIG. 3b shows a plan view of brake lines for the railcar of FIG. 1a atthe connection end of the railcar unit, with railcar structure shown indashed lines.

FIG. 4a shows a side view of brake lines for the railcar of FIG. 1a atthe articulation end of the railcar unit, with railcar structure shownin light phantom lines.

FIG. 4b shows a side view of brake lines for the railcar of FIG. 1a atthe connection end of the railcar unit, with railcar structure shown inlight phantom lines.

FIG. 5 shows a partial plan view near the connector end of a railcarunit as shown in FIG. 1a.

FIG. 6 shows an end view of the skeleton of the end structure of therailcar of FIG. 1a.

FIG. 7 shows a partial side view of the end structure of FIG. 6.

FIG. 8a shows an enlarged plan view of a portion of the railcar of FIG.1c.

FIG. 8b shows an enlarged side view of a portion of the railcar of FIG.1c.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The description of the invention is best understood by reference to theFigures, in which some proportions have been exaggerated for thepurposes of conceptual illustration. Referring to FIGS. 1a and 1 b, anarticulated rail car is shown generally as 20. It is made up of threearticulated well car units, a first end unit 22, an intermediate unit 24and a second end unit 26 supported on a pair of standard end trucks 28and 30, and a pair of articulated trucks 32 and 34 located between units22 and 24, and between units 24 and 26 respectively.

End unit 22 has a connector end structure, indicated generally as 36, anarticulation end structure indicated generally as 38, and a wellstructure, indicated as 40, extending between them. Well structure 40has a pair of opposed side members in the nature of left and right handbeam assemblies 42 and 44, held apart by a floor assembly 50. Floorassembly 50 includes a central cross beam such as cross beam 52 of floorassembly 50. Other cross beams include a pair of medial cross beams areshown as 54 and 56 and a pair of end cross beams 58 and 60. Betweenpairs of cross beams floor assembly 50 has H-shaped force resolvers 62and 64 each having a force resolver cross member 70 connected to sidebeam assemblies 42 and 44 respectively.

For the purposes of the present disclosure the floor assemblies shownare all the same, whether considering the multiple unit articulatedrailcar of FIGS. 1a and 1 b, or the single unit well car of FIGS. 1c and1 d. Referring to floor assembly 50 of unit 22, the spacing between maincross beam 52 and 28′ medial cross beams 54 and 56 is unequal to thespacing between 28′ medial cross beams 54 and 56 and 40′ end cross beams58 and 60. Four ISO 40′ container cones located on 40′ cross beams 58and 60 are indicated as 72. The unequal pitch of the cross members issuch that the well structure 40 can accommodate either two ISO 20′containers, each with one end located on cones 72, a single 40′ ISOcontainer, also located on cones 72, a single 45′ domestic container ora single 48′ domestic container. Depending on the configuration ofcontainer carried in well structure 40, unit 22 is designed also tosupport an upper, stacked 40′ ISO container, or single stacked 45′, 48′or 53′ domestic containers.

Force resolver cross members 70, 74, 76, and 78 are located midwaybetween each successive pair of cross beams. They have either shortfloor panels, left handed ones designated as 80 and right handed ones as82, or long floor panels, left and right handed ones designated as 84and 86, respectively, welded to them. Four floor panels are generouslywelded to each cross member to form the H-shape shown. At each end offloor assembly 50 there is a pair of load spreading struts 88 and 90.They transfer longitudinal loads between end structures 36 and 38 andside beam assemblies 42 and 44 through end cross beams 58 and 60. Leftand right hand cross beam socket fittings 92 and 94 receive the ends ofstruts 88 and 90. Finally, at either end of floor assembly 50 left andright hand floor panel extensions 96 and 98 are located between socketfittings 92 and 94 and side sill assemblies 42 and 44. Floor panelextensions 96 and 98 permit a 53′ trailer to be carried in wellstructure 40.

Side beam assembly 42, identical to side beam assembly 44, has a topchord member 106 in the form of a hollow sectioned, square steel tube108 surmounted by a 1 inch thick top chord plate 110, with fillet weldsall along the seams. At each section ‘X—X’ shown in FIG. 1d plate 110 issupplanted by a thinner, ½ inch thick plate 112. Returning to FIG. 2, aweb 114 is mounted to, and extends downwardly from, a lap joint againstthe inner face of square steel tube 108 to meet lower side sill 116 inthe form of a ½ inch thick angle iron 118 having a 7 ⅜ inch vertical legand a 7 inch inwardly extending toe. A ½ inch thick reinforcement 120 iswelded to the lower face of the toe of angle iron 118. Stiffeners 122 inthe form of steel channel sections, shown in FIG. 1d, are welded, toesinward, intermittently along the outside face of side beam assembly 42at locations corresponding to the junctions of cross beams, such ascross beam 52, and spines such as cross member 70.

At each end of railcar unit 22 loads carried in the floor and in theside beam assemblies 42 and 44 are transferred to and from either arailcar end connector 130 or an articulation end connector 131. Thereare two primary load paths. The first load path is from the connectorinto a stub sill 132, into a bolster 134 and a shear plate 136 andthence to beam assembly 42 or beam assembly 44. The second load path isfrom connector 130 or 131, through stub sill 132, along a downwardlycurving and spreading stub sill neck 138 into a spreader plate 140 andthence through left and right hand struts 88 and 90 into floor assembly50.

Care has been taken on each of these paths to reduce stressconcentrations that had formerly been found disadvantageous. ConsideringFIG. 8b, which is typical, on the first path, lower side sill 116 andweb 114 end at a smoothly curved transition flange 142 which extends tothe longitudinal location of main body bolster 134. Similarly, welded tothe top of each of side beam assemblies 40 and 42 is a tapered superiortransition member 144 which extends from well beyond the transition ofweb 114 into beam assembly 40 or 42, to the end of beam assembly 40 or42. This permits a deeper transition section over the wheel wellallowance, and a correspondingly better stress distribution. Further, itpermits, a deeper main bolster 134, and a deeper transition from sidesill assemblies 40 and 42 to bolster 134, with lower stress levelsgenerally, permitting a heavier loading generally. Superior transitionmember 144 carries loads to bolster 134 and into a reinforcing crossmember 146 at the same level as male or female side bearing arms 148 or150 and allows those sliders to be at a greater elevation from therails, in turn permitting a heavier duty articulated truck with greaterload bearing capacity.

Examining FIG. 6 more closely, the skeleton members of articulated truckend structure 38 include main bolster 134, which extends laterally ofstub sill 132. Stub sill 132 has a rectangular cross section formed by apair of stub sill sides, 154 and 156, a bottom flange 158 which extendslaterally beyond both stub sill sides, and a false flange 160 weldedbetween sides 154 and 156 to form a socket for receiving the root ofarticulated connector 131. Sides 154 and 156 extend rearwardly to formthe sides of neck 138. Bottom flange 158 also extends in a downwardlybent leg along the lower edges of sides 154 and 156 to form the forwardface of neck 138. Shear plate 136 is welded across the top edges of stubsill sides 154 and 156 and the top of main bolster 134. The rearwardedge of shear plate 136 is bent downwardly to form forward bulkhead 166of the well of railcar first end unit 22. In the particular endstructure shown, a pair of female side bearing arms are shown. Malesliders could have been shown instead without altering the principles ofthe invention provided that clearance for the corresponding femalebearing arms of the adjacent railcar unit is maintained outboard of themale side bearing arms. Lateral reinforcing member 146 is mounted toshear plate 136 above bolster 134. Both lateral cross member 146 andbolster 134 have a longitudinal rake angle cyielding a tapered outboardextremity. This gives, in effect, a relief, indicated generally as 170.The male bolster and bolster reinforcement of the adjacent railcar unitalso have an outboard relief, such that a brake valve 172 can be mountedin the space of the relief, at a height such that the uppermostextremity of brake valve 172 lies at a low enough level not to interferewith the bottom side of a highway trailer nose clearance envelope,whether that highway trailer nose is overhanging the end structure fromthe well of the same railcar unit or from the adjacent unit.

The brake system of the railcar unit are shown in FIGS. 3a, 3 b, 4 a and4 b, these drawings showing both the handbrake and pneumatic systems indark lines. A 1-¼″ trainline is indicated as 174. It extends from arailcar end coupling 176 along the outside of side beam 42 to anarticulation coupling 178, whence it is joined by a flexible hose 180that is coupled to the adjoining trainline of the next articulated carunit. Brake valve 172 is mounted in relief 170 of bolster 134, one comerbeing fixed directly thereto, and another comer being mounted to abracket 184 welded to female side arm 150. Bracket 184 is a chain hack.Each of the articulated ends of the car has a pair of chain hack topermit the articulated truck to be chained to the bodies of the adjacentwell car units. This allows the truck to be picked up with the car clearof the wheels. This is convenient for changing out wheels.

A ¾″ service reservoir brake line 188 joins, and permits communicationbetween, brake valve 172 and auxiliary, or service reservoir 190.Service reservoir 190 is a 3500 cu. in. cylindrical canister mounted inservice reservoir brackets 192 to the outer face of web 114 of side beam42, falling at least partially within the profile of top chord member106. Similarly, a ¾″ emergency reservoir brake line 194 joins, andpermits communication between, brake valve 172 and emergency reservoir198, similarly mounted in emergency reservoir mounting brackets 200 inthe shadow of top chord member 106 of side beam 44.

As noted above, the well car units each have well structures, like endunit well structure 40, that are suitable for carrying shippingcontainers or highway trailers, or a combination load. Each end of theunit is equipped with a trailer hitch 206 or 208 for receiving the kingpin of a highway trailer. The decking adjacent to hitches 206 and 208 iskept clear of obstructions that could interfere with carriage of highwaytrailers. As shown in FIGS. 8a and 8 b, a walkway in the nature of acatwalk 240, 242 is carried about three sides of the articulation end ofeach of well car units 22 and 24. Catwalk 240 has a transverse portion244 mounted above main bolster 134 extending across the articulation endof unit 24 and longitudinal portions 247 and 249 mounted above the endportions of side beam assemblies 42 and 44. Portions 247 and 249 extendfrom portion 244 inboard above superior transition member 144 to alongitudinal station adjacent to the longitudinal station of end crossbeam 60. In this way portions 244, 247 and 249 form a U-shape when seenfrom above. As shown in FIG. 8a, catwalk 240 projects above brake valve172. That is, brake valve 172 is carried at a level fully below theheight of catwalk 242 relative to top of rail (TOR). As can be seen inFIG. 8b, highway trailer hitches 206 and 208 are mounted to stand proudof not only the level of the top chord 106 of side beam assemblies 42and 44, but also at a height relative to top of rail (TOR) that ishigher than the walking surface of the portions of catwalk 240. As notedabove, hitches 206 and 208 are engaged by the kingpin of a highwaytrailer when the nose of the trailer engages the hitch plate.

The overall length of the three car unit articulated railcar of FIG. 1between coupler centres is 191′-0 ½″, and 188′-5″ over the strikerfaces. A standard compound brake reservoir 248 and a standard brakevalve 246 are shown mounted on the connector end of unit 26. The saddlebag placement of service and emergency brake reservoirs 190 and 198, asdescribed above, on the outside faces of side beams 42 and 44 does notimpinge upon the space envelope required to permit overlength highwaytrailers to be loaded in well 40. Similarly, the placement of brakevalve 172, as shown, is such that its uppermost extremities lie clear ofthe highway trailer loading envelope, in rebate 170. Rebate 170 issufficiently large that brake valve 172 does not impede the motion ofthe car units during turns on a 180′ turn radius. The location of thebrake reservoirs and brake valves in relatively close proximity to eachother is convenient.

Top chord member 106 could also be formed as a three sided roll formedchannel, or other shaped hollow or open section channel, surmounted witha reinforcing plate such as plate 110. An upwardly opening U-shapedchannel with a with a thick plate welded across the toes to form aclosed section is one such alternative embodiment. The use of a steeltube is considered advantageous since such tube are readily available,and require less fabrication effort on assembly.

Although the saddle bag reservoir configuration described is preferred,other configurations of brake reservoirs can be employed. For example, alarger number of reservoirs of smaller diameter could be mounted toshear plate 136, provided always that they do not interfere withclearance for the noses of the highway trailer types the railcar unit isdesigned to carry. Similarly, a single, long reservoir of the same, orsimilar, diameter to those shown (roughly 10½ inches) with an internalbulkhead, or partition, could be mounted to one or the other of sidebeams 40 or 42. Alternatively, two separate reservoirs, as shown, couldbe mounted to the same side of railcar unit 22. It would also bepossible, depending on space restrictions, to mount the reservoirsinside the webs of the side beams, rather than outside, provided theycould be adequately protected from clumsy loading of cargo into well 40.It is not necessary that reservoirs 190 and 198 be mounted on the samerailcar unit. They could, for example be mounted on unit 24 and brakevalve 172 mounted on unit 22. However, notwithstanding the existence ofnumerous other possible configurations, the more or less symmetricalsaddle bag configuration, on the outside face of the side beam webs,with the top chords at least partially overhanging the reservoirs andwith the reservoirs mounted to the same unit as the brake valve, ispreferred for its simplicity, ease of installation, and access forservicing and maintenance.

Although the embodiment illustrated in FIG. 1c and described above ispreferred, the principles of the present invention are not limited tothis specific example which is given by way of illustration. It ispossible to make other embodiments that employ the principles of theinvention and that fall within its spirit and scope as defined by thefollowing claims and their equivalents.

What is claimed is:
 1. A railcar unit for carrying at least one highwaytrailer having a set of wheels at one end and a kingpin at another end,said railcar unit comprising: a body supported by a pair of railcartrucks, said body having a well defined therein for receiving the wheelsof the highway trailer; a hitch mounted to said body for engaging thekingpin of the highway trailer; and a brake valve mounted to said body;said brake valve being mounted lower than said hitch relative to top ofrail.
 2. The railcar unit of claim 1 further comprising a service brakereservoir and an emergency brake reservoir, each of said service andsaid emergency brake reservoirs being connected to said brake valve andbeing mounted lower than said hitch relative to top of rail.
 3. Therailcar unit of claim 1 wherein said body has decking adjacent saidhitch, said decking being free of obstructions.
 4. A railcar unit forcarrying at least one highway trailer having a kingpin set of wheels,said railcar unit comprising: a pair of end structures supported byrailcar trucks, and an intermediate structure connecting said endstructures, at least one of said end structures having a hitch forengaging the kingpin of the highway trailer; a well defined between saidend structures for receiving the wheels of the highway trailer; and abrake valve mounted to said railcar unit; said hitch being mountedhigher than said brake valve relative to top of rail.
 5. The railcarunit of claim 4 further comprising a service brake reservoir and anemergency brake reservoir separately mounted to said railcar unit, saidhitch being mounted higher than each of said service brake reservoir andsaid emergency brake reservoir relative to top of rail.
 6. The railcarunit of claim 4 wherein at least one of said end structures has deckingadjacent to said hitch, said decking being free of obstructions.
 7. Therailcar unit of claim 4 wherein said at least one of said end structureshas a walkway structure, adjacent to said hitch, upon which a person canwalk, said walkway structure being mounted lower than said hitch buthigher than said brake valve relative to top of rail.
 8. A rail roadwell car unit for carrying at least one highway trailer having a kingpinand a set of wheels, said well car unit comprising: a pair of endstructures supported by railcar trucks, and an intermediate structureconnecting said end structures; one of said end structures being anarticulation end, said articulation end having a hitch for engaging thekingpin of the highway trailer; a well defined between said endstructures for receiving the wheels of the highway trailer; a stub sillfor mounting an articulated connector, and a main bolster having armsextending laterally from said stub sill, at least one of said armshaving a relief formed therein to accommodate a brake valve; and a brakevalve mounted to said well car unit at least partially within saidrelief, said brake valve being mounted lower than said hitch relative totop of rail.
 9. The well car unit of claim 8 further comprising aservice brake reservoir and an emergency brake reservoir; each of saidservice and said emergency brake reservoirs being connected to saidbrake valve.
 10. The well car unit of claim 9 wherein said service andsaid emergency brake reservoirs are mounted lower than said hitchrelative to top of rail.
 11. The well car unit of claim 10 wherein saidintermediate structure includes a pair of side beams extending betweensaid end structures, each of said beams having a top chord, a lowersill, and a web extending between said top chord and said lower sill,each said web having an outboard face.
 12. The well car unit of claim 11wherein: said service brake reservoir is mounted to said outboard faceof one of said webs and said emergency brake reservoir is mounted tosaid outboard face of the other of said webs; said top chord of one saidbeam at least partially overhanging said service brake reservoir; andsaid top chord of the other said beam at least partially overhangingsaid emergency reservoir.
 13. The well car unit of claim 8 furthercomprising a walkway structure, adjacent to said hitch, upon which aperson can walk; said walkway structure being mounted to saidarticulation end at a height lower than said hitch relative to top ofrail.
 14. The well car unit of claim 13 wherein said walkway structureis mounted higher than said brake valve relative to top of rail.
 15. Thewell car unit of claim 8 further comprising decking surmounting saidmain bolster, said decking being free of obstructions.
 16. A well carunit of an articulated railcar, the railcar unit having a length andbeing capable of carrying at least one highway trailer, the highwaytrailer having a kingpin and a set of wheels, said well car unitcomprising: a pair of end structures, one of said end structures beingan articulation connection end for connection to a truck, saidarticulation connection end having a hitch for engaging the kingpin ofthe highway trailer; an intermediate structure connecting said endstructures; a well defined between said end structures, said well beingcapable of receiving the wheels of the highway trailer; a brake cylinderfor actuating a brake of said well car unit; a brake valve connected tocontrol said brake cylinder, said brake valve being mounted to said wellcar unit within half the length of said well car unit from saidarticulation connection end; a service brake reservoir connected to saidbrake valve; and an emergency brake reservoir connected to said brakevalve; said service and emergency brake reservoirs being mounted to saidwell car unit at a level lower than said hitch relative to top of rail.17. The well car unit of claim 16 wherein: said intermediate structureof said well car unit includes a pair of side beams extendinglongitudinally between said pair of end structures to define sides ofsaid well; said service reservoir is mounted to said one of said sidebeams; and said emergency reservoir is mounted to the other of said sidebeams.
 18. The well car unit of claim 16 wherein: said intermediatestructure of said well car unit includes a pair of side beams extendinglongitudinally between said pair of end structures to define sides ofsaid well; said side beams each have an outboard face; said servicereservoir is mounted to said outboard face of one of said side beams;and said emergency reservoir is mounted to said outboard face of theother of said side beams.
 19. The well car unit of claim 16 wherein saidbrake valve is mounted to said well car unit at a level lower than saidhitch relative to top of rail.
 20. An articulated railcar having firstand second rail car units joined together at an articulated connection,each of said railcar units having a respective articulation connectionend and a length, wherein: said first railcar unit is a well car unithaving a body having a pair of end structures having a well definedtherebetween; said well being capable of receiving the wheels of ahighway trailer; one of said end structures has a hitch for engaging akingpin of the highway trailer; one of said railcar units has a brakecylinder connected to operate a brake of said railcar; one of saidrailcar units has a brake valve connected to control operation of saidbrake cylinder, said brake valve being mounted to said one articulatedrailcar unit less than half the length of said one railcar unit fromsaid articulation connection end; one of said articulated railcar unitshas a service brake reservoir connected to said brake valve; one of saidarticulated railcar units has an emergency brake reservoir connected tosaid brake valve; and each of said brake valve, said service brakereservoir and said emergency brake reservoir is mounted to said railcarin a position lower than said hitch relative to top of rail.
 21. Thearticulated railcar of claim 20 wherein: said brake valve is a firstbrake valve; said articulated railcar has a and third articulatedrailcar unit; said second articulated railcar unit being mounted betweensaid first and said third articulated railcar units; and saidarticulated railcar has a second brake valve mounted thereto.
 22. Thearticulated railcar of claim 21 wherein said first and said second brakevalves are mounted no more than 175 feet apart.
 23. The articulatedrailcar unit of claim 21 wherein at least one of said articulatedrailcar units has decking adjacent said hitch, decking lying at a lowerheight than said hitch.
 24. An articulated railcar having at least tworailcar units joined together by an articulation connector, each of saidrailcar units having an articulation connection end wherein one of saidarticulated railcar units is a well car unit having a pair of endstructures, a pair of side beams connecting said end structures, saidends structures and said side beams defining a well therebetween; aservice brake reservoir and an emergency brake reservoir separatelymounted to said well car unit; and a brake valve mounted to said wellcar unit between said railcar units.
 25. The articulated railcar ofclaim 24 wherein said articulation connection end has a walkwaystructure mounted thereto, upon which a person can walk.
 26. Thearticulated railcar of claim 25 wherein said brake valve is mountedlower than said walkway structure relative to top of rail.
 27. Thearticulated railcar of claim 24 wherein said emergency reservoir andsaid service reservoir are both mounted lower than said walkwaystructure relative to top of rail.
 28. The articulated railcar of claim24 wherein said service reservoir is mounted to said one of said sidebeams and said emergency reservoir is mounted to the other of said sidebeams.
 29. The articulated railcar of claim 24 wherein each of said sidebeams has an outboard face; said service reservoir is mounted to saidoutboard face of one of said side beams; and said emergency reservoir ismounted to said outboard face of the other of said side beams.
 30. Thearticulated railcar of claim 24 wherein said brake valve is a firstbrake valve; said articulated railcar has first, second and thirdrailcar units, said second railcar unit being mounted between said firstand said third articulated railcar unit; said first brake valve ismounted between said first and said second articulated units; and saidarticulated railcar has a second brake valve, said second brake valvebeing mounted to said third articulated railcar unit within 175 feet ofsaid first brake valve.